Allan Jackson - National Marine Sanctuaries - NOAA

39 Pages·2013·1.52 MB·English

by  Lisa Symons

Office of National Marine Sanctuaries
Office of Response and Restoration

Screening Level Risk Assessment Package
Allan Jackson

March 2013
National Oceanic and
Atmospheric Administration

Office of National Marine Sanctuaries
Daniel J. Basta, Director
Lisa Symons
John Wagner

Office of Response and Restoration
Dave Westerholm, Director
Debbie Payton
Doug Helton

Photo: Photograph of Allan Jackson
Source: Library of Contemporary History, Stuttgart (retrieved from http://www.uboat.net/allies/merchants/1265.html;)
Table of Contents

Project Background .......................................................................................................................................ii
Executive Summary ......................................................................................................................................1
Section 1: Vessel Background Information: Remediation of Underwater Legacy
Environmental Threats (RULET) .....................................................................................................2
Vessel Particulars .........................................................................................................................................2
Casualty Information .....................................................................................................................................3
Wreck Location .............................................................................................................................................4
Casualty Narrative ........................................................................................................................................4
General Notes ..............................................................................................................................................5
Wreck Condition/Salvage History ................................................................................................................5
Archaeological Assessment .........................................................................................................................5
Assessment ..................................................................................................................................................5
Background Information References ............................................................................................................6
Vessel Risk Factors ......................................................................................................................................6
Section 2: Environmental Impact Modeling ...............................................................................................13
Release Scenarios Used in the Modeling ...................................................................................................13
Oil Type for Release ...................................................................................................................................15
Oil Thickness Thresholds ............................................................................................................................15
Potential Impacts to the Water Column .......................................................................................................16
Potential Water Surface Slick ......................................................................................................................17
Potential Shoreline Impacts.........................................................................................................................19
Section 3: Ecological Resources At Risk ..................................................................................................20
Ecological Risk Factors ...............................................................................................................................22
Section 4: Socio-Economic Resources At Risk ........................................................................................27
Socio-Economic Risk Factors .....................................................................................................................29
Section 5: Overall Risk Assessment and Recommendations for Assessment,
Monitoring, or Remediation ..........................................................................................................34

i
Project Background

The past century of commerce and warfare has left a legacy of thousands of sunken vessels along the U.S.
coast. Many of these wrecks pose environmental threats because of the hazardous nature of their cargoes,
presence of munitions, or bunker fuel oils left onboard. As these wrecks corrode and decay, they may
release oil or hazardous materials. Although a few vessels, such as USS Arizona in Hawaii, are well-
publicized environmental threats, most wrecks, unless they pose an immediate pollution threat or impede
navigation, are left alone and are largely forgotten until they begin to leak.

In order to narrow down the potential sites for inclusion into regional and area contingency plans, in
2010, Congress appropriated $1 million to identify the most ecologically and economically significant
potentially polluting wrecks in U.S. waters. This project supports the U.S. Coast Guard and the Regional
Response Teams as well as NOAA in prioritizing threats to coastal resources while at the same time
assessing the historical and cultural significance of these nonrenewable cultural resources.

The potential polluting shipwrecks were identified through searching a broad variety of historical sources.
NOAA then worked with Research Planning, Inc., RPS ASA, and Environmental Research Consulting to
conduct the modeling forecasts, and the ecological and environmental resources at risk assessments.

Initial evaluations of shipwrecks located within American waters found that approximately 600-1,000
wrecks could pose a substantial pollution threat based on their age, type and size. This includes vessels
sunk after 1891 (when vessels began being converted to use oil as fuel), vessels built of steel or other
durable material (wooden vessels have likely deteriorated), cargo vessels over 1,000 gross tons (smaller
vessels would have limited cargo or bunker capacity), and any tank vessel.

Additional ongoing research has revealed that 87 wrecks pose a potential pollution threat due to the
violent nature in which some ships sank and the structural reduction and demolition of those that were
navigational hazards. To further screen and prioritize these vessels, risk factors and scores have been
applied to elements such as the amount of oil that could be on board and the potential ecological or
environmental impact.

ii
Executive Summary: Allan Jackson

The tanker Allan Jackson, torpedoed
and sunk during World War II off the
coast of North Carolina in 1942, was
identified as a potential pollution
threat, thus a screening-level risk
assessment was conducted. The
different sections of this document
summarize what is known about the
Allan Jackson, the results of
environmental impact modeling
composed of different release
scenarios, the ecological and socio-
economic resources that would be at
risk in the event of releases, the
screening-level risk scoring results and
overall risk assessment, and recommendations for assessment, monitoring, or remediation.

Vessel Risk Factors Risk Score
Based on this screening-level assessment, each
A1: Oil Volume (total bbl)
vessel was assigned a summary score calculated
A2: Oil Type
using the seven risk criteria described in this
B: Wreck Clearance
Pollution
report. For the Worst Case Discharge, Allan
Potential C1: Burning of the Ship Med
Jackson scores Medium with 14 points; for the Factors
C2: Oil on Water
Most Probable Discharge (10% of the Worse Case
D1: Nature of Casualty
volume), Allan Jackson scores Low with 11 points. D2: Structural Breakup
Given these scores, NOAA would typically Archaeological
Archaeological Assessment Not Scored
Assessment
recommend that this site be considered for an
Wreck Orientation
assessment and monitoring. However, given the
Depth
moderate/low level of data certainty and that the
Confirmation of Site Condition
location of this vessel is unknown, NOAA
Operational
Other Hazardous Materials Not Scored
recommends that surveys of opportunity be used to Factors
Munitions Onboard
attempt to locate this vessel and that general
Gravesite (Civilian/Military)
notations are made in the Area Contingency Plans
Historical Protection Eligibility
so that if a mystery spill is reported in the general
WCD MP (10%)
area, this vessel could be investigated as a source.
3A: Water Column Resources Med Low
Outreach efforts with commercial and recreational
Ecological
3B: Water Surface Resources High High
fishermen who frequent the area would be helpful Resources
3C: Shore Resources Low Low
to gain awareness of localized spills in the general
4A: Water Column Resources Med Low
area where the vessel is believed lost. Socio-
Economic 4B: Water Surface Resources High Med
Resources
4C: Shore Resources Low Low
Summary Risk Scores 14 11
The determination of each risk factor is explained in the document.
This summary table is found on page 35.

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Section 1: Vessel Background Information: Remediation of Underwater Legacy Environmental Threats (RULET)
SECTION 1: VESSEL BACKGROUND INFORMATION: REMEDIATION OF
UNDERWATER LEGACY ENVIRONMENTAL THREATS (RULET)
Vessel Particulars

Official Name: Allan Jackson

Official Number: 221033

Vessel Type: Tanker

Vessel Class: 6,600 gross ton (11,000
dwt class tanker)

Former Names: Crampton Anderson

Year Built: 1921

Builder: Bethlehem Steel Company, Alameda, CA

Builder’s Hull Number: 5303A

Flag: American

Owner at Loss: Standard Oil Company of New Jersey

Controlled by: Unknown Chartered to: Unknown

Operated by: Standard Oil Company of New Jersey

Homeport: Wilmington, DE

Length: 435 feet Beam: 56 feet Depth: 33 feet

Gross Tonnage: 6,635 Net Tonnage: 4,038

Hull Material: Steel Hull Fastenings: Riveted Powered by: Oil-fired steam

Bunker Type: Heavy Fuel Oil (Bunker C) Bunker Capacity (bbl): 8,015

Average Bunker Consumption (bbl) per 24 hours: Unknown

Liquid Cargo Capacity (bbl): 81,390 Dry Cargo Capacity: Unknown

Tank or Hold Description: Vessel had eight cargo tanks split port and starboard by an oil-tight
longitudinal bulkhead
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Section 1: Vessel Background Information: Remediation of Underwater Legacy Environmental Threats (RULET)
Casualty Information

Port Departed: Cartegena, Columbia Destination Port: New York

Date Departed: January 12, 1942 Date Lost: January 18, 1942

Number of Days Sailing: ≈ 7 Cause of Sinking: Act of War (Torpedoes)

Latitude (DD): 35.00019 Longitude (DD): -74.36621

Nautical Miles to Shore: 71 Nautical Miles to NMS: 62

Nautical Miles to MPA: 0 Nautical Miles to Fisheries: Unknown

Approximate Water Depth (Ft): 10,000 Bottom Type: Sand

Is There a Wreck at This Location? No, the wreck has never been located and there is a large
discrepancy between reported sinking locations

Wreck Orientation: Unknown

Vessel Armament: None

Cargo Carried when Lost: 72,870 bbl of crude oil

Cargo Oil Carried (bbl): 72,870 Cargo Oil Type: Unknown Crude Oil

Probable Fuel Oil Remaining (bbl): ≤ 7,500 Fuel Type: Heavy Fuel Oil (Bunker C)

Total Oil Carried (bbl): ≤ 80,370 Dangerous Cargo or Munitions: No

Munitions Carried: None

Demolished after Sinking: No Salvaged: No

Cargo Lost: Yes, partially Reportedly Leaking: No

Historically Significant: Yes Gravesite: Yes

Salvage Owner: Not known if any
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Section 1: Vessel Background Information: Remediation of Underwater Legacy Environmental Threats (RULET)
Wreck Location

Chart Number: 13003
Casualty Narrative
“At 08.33 hours on 18 Jan, 1942, the unescorted and unarmed Allan Jackson (Master Felix W.
Kretchmer) was hit by two torpedoes from U-66, while proceeding without routing instructions about 60
miles east-northeast of Diamond Shoals, North Carolina. The first torpedo hit the starboard side forward
of the bridge in the forward tank and the second hit the starboard side aft of the deckhouse between #2
and #3 tanks and broke the ship in two about 25 feet forward of the midship house, nearly in line with the
foremast. This caused both parts of the burning tanker to sink within 10 minutes. Flaming oil spewed
from the tanker´s side and spread over the water hundreds of feet around the ship, making it hazardous for
the crew to abandon ship. Many of the men burned to death because only the #3 boat with eight men
could be launched. Five men jumped into the water and clung to wreckage. The radio operator was picked
up by the lifeboat after 15 minutes. The second mate, the third mate and an able seaman were picked up
by USS Roe (DD 418) four hours later. The destroyer then picked up the occupants of the lifeboat and
found the master after seven hours in the water. On 19 January, all survivors were landed at Norfolk,
Virginia. Of the eight officers and 27 men aboard, only three officers and 10 men survived, eight of them
injured.”
-http://www.uboat.net:8080/allies/merchants/ships/1265.html

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Section 1: Vessel Background Information: Remediation of Underwater Legacy Environmental Threats (RULET)
General Notes
AWOIS Data:
DESCRIPTION: 24 NO.4625; CARGO, 6635 GT, POSITION ACCURACY 3-5 MILES; SUNK 11/8/42
BY SUBMARINE 12/30/50. 200 CLAIMS THE NAME IS "ALLAN JACKSON" AND WAS SUNK
1/18/42.

SURVEY REQUIREMENTS: NOT DETERMINED (Lat.35.000186111111, Long -74.36621388888)
Chart 12200
Wreck Condition/Salvage History
Unknown; the wreck lies in deep water off the coast of North Carolina.
Archaeological Assessment
The archaeological assessment provides additional primary source based documentation about the sinking
of vessels. It also provides condition-based archaeological assessment of the wrecks when possible. It
does not provide a risk-based score or definitively assess the pollution risk or lack thereof from these
vessels, but includes additional information that could not be condensed into database form.

Where the current condition of a shipwreck is not known, data from other archaeological studies of
similar types of shipwrecks provide the means for brief explanations of what the shipwreck might look
like and specifically, whether it is thought there is sufficient structural integrity to retain oil. This is more
subjective than the Pollution Potential Tree and computer-generated resource at risk models, and as such
provides an additional viewpoint to examine risk assessments and assess the threat posed by these
shipwrecks. It also addresses questions of historical significance and the relevant historic preservation
laws and regulations that will govern on-site assessments.

In some cases where little additional historic information has been uncovered about the loss of a vessel,
archaeological assessments cannot be made with any degree of certainty and were not prepared. For
vessels with full archaeological assessments, NOAA archaeologists and contracted archivists have taken
photographs of primary source documents from the National Archives that can be made available for
future research or on-site activities.
Assessment
The wreck of Allan Jackson has never been located, and the extreme depth and distance from shore that
the wreck was lost at prevent an accurate archaeological assessment of the shipwreck from being made.
There is a great deal of inaccuracy between the historic sinking locations for this wreck. Based on what
NOAA archaeologists believe is one of the more accurate coordinates, this wreck is believed to have been
lost around 70 miles from shore in water deeper than 10,000 feet. Based on the large degree of inaccuracy
between these reported sinking locations, it is unlikely that the shipwreck will be intentionally located.
This may particularly be the case considering that 2011, NOAA’s Okeanos Explorer used deepwater
multibean sonar to investigate historic sinking coordinates for this ship and failed to locate the shipwreck.

Ongoing research also strongly suggests that vessels in great depths of water are generally found in an
upright orientation. This orientation has often lead to loss of oil from vents and piping long before loss of
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Section 1: Vessel Background Information: Remediation of Underwater Legacy Environmental Threats (RULET)
structural integrity of hull plates from corrosion or other physical impacts. As it is believed that this
vessel is in water greater than 10,000 feet, it is likely to have settled upright and may no longer contain
oil. Figure 1-1 shows information on the locations of the torpedo impacts.

Figure 1-1: U.S. Coast Guard diagram of the location of torpedo impacts on Allan Jackson (Image courtesy of
National Archives, Washington, DC).

Should the vessel be located in a survey of opportunity or due to a mystery spill attributed to this vessel, it
should be noted that this vessel is of historic significance and will require appropriate actions be taken
under the National Historic Preservation Act (NHPA) and possibly the Sunken Military Craft Act
(SMCA) prior to any actions that could impact the integrity of the vessel. This vessel may be eligible for
listing on the National Register of Historic Places. The site is also considered a war grave and appropriate
actions should be undertaken to minimize disturbance to the site.
Background Information References
Vessel Image Sources: Library of Contemporary History, Stuttgart (retrieved from
http://www.uboat.net/allies/merchants/1265.html;)

Construction Diagrams or Plans in RULET Database? No

Text References:

-http://www.uboat.net/allies/merchants/1265.html;

-AWOIS database
Vessel Risk Factors
In this section, the risk factors that are associated with the vessel are defined and then applied to the Allan
Jackson based on the information available. These factors are reflected in the pollution potential risk
assessment development by the U.S. Coast Guard Salvage Engineering Response Team (SERT) as a
means to apply a salvage engineer’s perspective to the historical information gathered by NOAA. This
analysis reflected in Figure 1-2 is simple and straightforward and, in combination with the accompanying
archaeological assessment, provides a picture of the wreck that is as complete as possible based on
current knowledge and best professional judgment. This assessment does not take into consideration
operational constraints such as depth or unknown location, but rather attempts to provide a replicable and
objective screening of the historical date for each vessel. SERT reviewed the general historical
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